Safety cranking device.



E. B.- CALKINS. SAFETY GRANKING DEVICE.

APPLICATION FILED SEPT. 23, 1910 Patented Sept. 12,1911.

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E. B. OALKINS.

SAFETY OEANKING DEVICE.

APPLICATION FILED SEPT. 23, 1910. 15002398. Patented'Sept. 12, 1911 III,

ATTORNEY.

2 SHEETS-SHEET 2.-

UNITED j STATES PATENT OFFICE.

mmunn n. cALKINs, or wn'rnarowu, NEW YORK.

SAFETY CRANKING DEVICE.

Specification of Letters Patent. Patented Sept, 12,1911,

Application filed September 23, 1910. Serial No. 583,333.-

' To all whom it may concern:

Be it known that I, EDMUND B. CALKINB,

a citizen of the United States, residing atlVatertown, in the county of Jefi'erhon and State of New York, have invented certain new and useful Improvements: in Safety cylinders.

--tion. This sudden back firing or turning nect with each of these parts, for the purpose of cranking the engine and for preventing injury to the engineer or operator due to the back firing and sudden reversing or starting of the engine.

It is characteristic of gas and other explosion or internal combustion engines, that they must be cranked, or in other words,-the fly wheel and related parts of the engine must be started by some power other than that derived from the engine itself. The

usual practice, especially with automobiles is, for the driver to take hold of and operate a hand-crank which is arranged for temporarily connecting with thev fly wheel or crank-shaft of the engine, in order to artificially start the firing or sparking of the Frequently when cranking an engine as described, the engine back fires, or, in other words, the explosion occurs at a time ,and point which eflects the sudden starting of the engine in the backward direcof the engine, if it occurs while the starting crank is ,held in positive engagement with the. fiy ivheel or crank shaft, invariably wrests the crank from the grasp of the engineer, and quite often the'cran'k whenthus reversed under great power and speed,

strikes the engineer on the hand or arm, inflicts serious injury, and sometimes breaks his arm.

It is a particular object of this invention to provide a mechanism for safe-guarding against all such trouble, accidents and injuries, and'to this end I provide a safety appliance which is self-releasingwhenever the engine back tires, and which is also self-ra glue.

leasing in casethe engine starts in the right direction, before the engineer releases the I crank. v I I The features and parts of the invention will be understood from thedetailed .de-

scription which follows, and by reference to the accompanying drarvjngs which form a part of this specification, and in which Figure 1 is an elevational view showing the safety cranking device appliedtoan en- Fig. 2 is a top plan view of the device'. Fig. 3 is a 'longitud-inal section substantially on line 3-3 ;of- Fig. 2; showing the construction and arrangement of the parts of the device; also showing-theoranking clutch disengaged. Fig. is a similar l I view showin tlon ready or cranking the engine. Fig. 5 is still another similar view; showing the manneriin which'the male member ofthe clutch is forced out of engagement with the other member, against the tension of its spring by the back firing, recoil'ingorstartmg of thev engine. Figrfi is an enlarged: cross-section taken on line 6-6 of Fig. 4..

the clutch in operative posiv Fig.7 is' a similar cross sectiontaken on hne'Z-T of Fi 4. Fig. 8 is a similar;

sectional view ta en on line 8--8 of Fig. 4'. F g. 9 1s a I perspective view looking into the female clutch member.

Similar characters ofreference designate Fig. 10 is. a crosssection on line 10'10 of Fig.4.

corresponding parts throughout the several views.

In the drawings, 2 represents the cylinder of a gas or other explosion engine, 3 the flywheel, and 4 the crank-shaft of the engine which supports and drives' th'e fly-wlieel.

My safety cranking mechanism comprises a number of parts, some stationary, others movable, which I will now describe.

5 represents a base for supporting the safety cranking. mechanism having stand- .ards'6 and .6, all of'whichlmay be made of metal and constructed and joined together in any suitahlefprm; The top of standard 6 is formed into afillow block, and is provided with a cap for forming a journal'- bearing for an auxiliary shaft 8, which is connected to the side of the nily wheel by a flange 9, anda series of bolts or screwsflO. I

Shaft-.8 maybe connected" directly to the v crank-shaft, as well as, to the fly-wheeland Shaft 8 is serve the same purpose. out to difierentdiameters, for the eater part of its length, as indicated in 1'. green 5 projecting ends are disposed in like ob spring 14, which normally exerts its tension 0 for holdin the plunger ."so that its enlarged end 12. PIOJBCtS slightly beyond the free end of shaft 8. The plunger 11 is driven with the hollowshaft- 8, by means of a pin 15, .which pierces the plunger, and its opposite iquely arranged slotsltlwhich are cut in' the opposite sides of the shaft 8'. The arrangement of the slots 16 '7 is such that when the plunger 11 is' forced into shaft 8 against spring 14, it is given a spiral movement or twist, which, owing to the arrangement ofthe ends of the spring, which are inserted- 'and' held in sockets 14-tends to increase the tension for assisting the spring to recoil for of the plunger comprises the male member 'ofa clutch, which is employed for making and breaking the connection between the parts employed. for cranking the engine, and -a pin 17 driven through the head 12 of the plunger is provided for interlocking with Jaw portions ofgthe female member of the clutch. The free end of shaft 8 is recessed, as at 18, in order to receive the pin 17 when the'plunger is 'forcedinto the shaft.

't-iona'ry cylinder 19 supports within'it a re-,

volving and reciprocating shaft 21, which passes through and projects beyond the op posite ends ofsaid cylinder. The inner end 22 of shaft 21 is preferably formed to the same diameter as shaft 8 and the cylinder 19. This enlarged end 22 is'made partly hollow, or recessed, and within this hollow portion is formedoppositely facing clutch jaws 23 and between the jaws are formed spiral cam faces 23, all of which comprise the female member of the clutch. The opposite end 21 of shaft 21 is reduced, and has bearings in a contracted portion 24 of the hollow member 19 and also ina bushing'25 which is screwed into the outer end of the part 19. The intermediate portion of shaft 21 operatively fits the lar er' bore of the part 19.

The protrudingend 21' of shaft 21 is fitted The restoring the plunger to normalposition.

. after each compression. Theouter end 12.

I Shaft Sand also plunger 11 constantly rotate with with a crank 26, which employed for manually operating shafts 21 and 8 through the connection with the clutch members 12 and 122. Shaft 21 is capable of movement endwise, for the temporary interlocking of the clutch members, when sufficient forceis applied againstthe crank- 26 and the said shaft by theoperator. The shaft 21 is normally held in itsouter or resting position (see Figs. 1, 2 and 3), out of engagementwith the clutch member 12 of shaft 8, by means of'a coil spring 27, which is positioned be tween the bearing 24 of part 19 and a collar or stop 29, which is loosely fitted to the shaft 21, the said collar being/held in place and 0' prevented from outward movement toward the crank 26 by means of pins 30 and 31. The pin 30 passes through the shaft, while. the pins 31 which are arranged at right angles to pin 30 only pass part way through 35 the shaft. The outer ends .of the pins 30 and 31 lie in notches or grooves 32, which are cut in the outer face of the collar 29, and by means of this arrangement the collar is held from rotating on shaft 21 under the force or twist of the' spring 27. The pins 30 and 31 are inserted andremoved by means of perforations 33 arranged in thepart 1 9. Shaft 21, as stated, is rotatable, but-in order to carry out the objects of the invention, this shaft may only be'rotated by means of the hand-crank 26 in one direction, that is to say, in the direction for turning the fly wheel for properly starting the engine.-

Shaft 21 is held from'rotation in the opposite direction, for revefnting the crank 26 from-being afi'ecte by the back-firing or back-kicking of the engin e, by series of ratchet teeth 34, which are formed upon the intermediate portion of shaft 21 between the clutch 22 and the spring'f27. The ratchet teeth 34 are preferably what is known as shrouded teeth, and they completely encircle the said shaft. v Near each end of the ratchet 34 is disposed the usual ball-bearings 35, for reducing the friction of the shaft 21.

' 36 and 37 represent pawls for engaging the ratchet teeth 34. These pawls are .disposed in perforations 38 which are formed in the o posite sides of the cylinder 19. The two pawls are exactly alike in construction-,'but1.when applying them, one is inverted as compared with the other, so that they may engage in the same positive mam ner the ratchet teethv 34,,and thereby positively .holdthe shaft 21 from turning except in the direction in which the engine and crank 26 should be turned. 1 The pawls are held in the perforations 38 and in engagement with the ratchet-34, by meansof a tension spring 39, which partially encircles the member 19, andwhich is held in place by a 'screw 40. The opposite ends of the, spring 39 are perforated to receive screws 41. employed for securmg the spring to the pawls. 1

accident-ally back fire while theoperator is" cannot rotate.

When the device is at rest or idle, as shown in Figs. 1, 2 and 3, the shaft 21, is

positioned so that its-head comprising the clutch member 22 is normally held tightly against the innerend of the part 19 by, the tension of the spring 27. \Vhen in this position, the adjacent ends of shafts 8 and 21 are spaced far enough apart to allow the complete breaking of the connection between the clutch members 12 and 22, as best member 22 contacts with the end of shaft 8 and telescopes the outer end of plunger .11 (see Figs. 4 and 5), at which time the pin 17 of clutch member 12' becomes" interlocked with the jaws 23 of the clutch member 22. Then by'turning the crank in the direct-ion permitted by the ratchet Stand ,pawls 36 and 37, the' fly-Wheel 3 maybe rotated inthe direction for starting the engine. Dur. ing the inte'rvalof cranking the engine, it

is necessary for the operator to maintain enough pressure against the outer end of shaft 21-to hold it in the position shown in full lines in Figs..4 and 5. As soon as he releases his pressure on shaft 21,-spring 27 will instantly rest/ore said shaft to the position shown in igs. 1, 2 and 3 and in dotted lines in Fig: 5. Incase theengine' should in the act of cranking, as last described, and the engineand fly wheel are suddenly reversed, the pawls 36 and 37, one or both of which always engage with the ratchet; 34, will hold shaft 21 and crank.26 from being rotated in the direction oppom'te 'to that which the operator-is turning. When the engine back fires or reverses as described,

the pin 17 is engaged by the,c'lutch jaws 23.

At this time the shaft 211s held by the pawls and the ratchetgear from rotating in the reverse direction, so that the'plunge'r 11 As-the hollow shaft 8 lo tates'backward under the power of the engine, the inclined slots 16 engage the pin 15 and force the plunger 11,1;0 the left, the

pin 17 sliding on the jaws 23, until it passes the point of the jaws'and becomes free from the clutch member 22. As long asthe engineer continues to hold the shaft. 21 in .the interlocking or compressed position shown in Figs. 4; and 5 backward due to back-firing, the plunger 11 will reciprocate and forth in-the shaft 8 to the extent of the length of clutch jaws 23. Under this construction and arrangement of the parts of the device, it, is aims.

possible for the engine when driven in the wrong direction by reason of its back-firing,

what I claim as new an while theeng-ine is turning to efiect the reversal of the shaft 21 and crank 26, and thereby inflict any injury upon the person engaged in cranking the same. If, on the other hand, the engine starts up in the right direction under the cranking operation without back-firing be fore the operator, releases his pressure against the shaft .21, and also while he holds the crank rigidly, the plunger 11 will reciprocate in the hollow shaft 8, owing to the yielding of the'said part through its connection with the, spring 14. In the latter case, howev er, the pin 17, instead of sliding lengthwise on the jaws 23 will slide or travel over the spiral cam faces 23 in the direction indicated by the arrows in Fig. 9. In either case,

the interlocking and driving connection between the clutch members 12 I and 22 will be broken With-out effecting the reversing of the shaft 21. As soon as the engine is startedin the running direction,- theoperator should let goof whereupon the spring 27 will instantly shift :the shaft 21 from the operative position shownfin Figs. 4 and 5 to the normal or re- ;leased position shown in Figs. 1, 2 and 3.

In practice the spring ll carried by plunger 11, should .be strong enough to withstand the force necessary to be applied by the crankoperator, for starting a heavy engine, or one in which the parts do not rotate freely Ratchet 34 and pawls 36 and 37 should be of stout enough construction to resist the-powerof the engine and prevent the latter from turning shaft 21 and crank- 26 in'the wrong direction. Spring27 needs only to be strong enoughto properly and quickly withdraw shaft 21 from engagement the crank 26,

with plunger 11 after each manipulation of crank 26 by the operator.

-Having thus described my invention, desire to secure by Letters Patent, is

1. The combination with'an engine and "a fly-wheel, of a hollow shaft rigidly connected to the flywheel and driven thereby, a male clutch; member carried by said hollow shaft, a stationary cylinder arranged'in line with said hollow shaft and concentric to said male clutch member, afemale clutch member carried by said cylinder adapted for reciprocal movements for engaging and disengaging with said Lrnale member, a spring for normally holding said female clutch member out of'engagem'ent with said male member, a ratchet and a number of pawls for holding the female clutchmembcr from rotation by the back-firing of the engine, and means formanually operating said clutch members for startingthe engine.

2 A cranking de'vicefor engines, comprising a clutch, one member of said clutch con nected to the engine and capable of reciprocal .movement toward or away from the engine,

the second clutch member disposed concentric crank foroperating the idle clutch member j, 1n the direction for starting the engine,-

means for preventing the operation/ of the I idle clutch member and said, crankfiin the opposite direction either by the power of the engine or manually, and mean's for forcing the first clutch member away from the idle member upon the starting of the engine. ,3. The combination with an engine and a clutch member resiliently connected to the engine, of a normally idle clutch memberdisposed concentric to said first clutch member,-means for holding the idle clutch member out of engagement with the first clutch member, a hand crank for operating theidle member in the direction for startingtheengine, means for preventing the operation of the idle clutch. member and said crank in the'opposite direction either by the power manually shifted and held under longitudinal pressure, a crank for operating said clutch members in the direction for starting the fiy-Wheel, of the engine, a ratchet and a pawl for holding one of said clutch members from rotation in the opposite direction,

resilient means connected to the other clutch member adapted for permitting the discon necting of theclutch members by the power of the engine after the same has been started in the reverse directionby reason of backfiring, and means for disengaging the clutch members.

1 5. The combination with an engine and a fly-wheel, of a hollow shaft rigidly connected to the fly-wheel and driven thereby, a male clutch member caried by said hollow shaft,

' a stationary cylinder arranged in line with a said hollow shaft and concentric to said -a ratchet and a pair of pawls for holding the female clutch member from rotation by the back-firing of'the engine, a hand crank for operating said clutch members and said fly-wheel inthe direction for starting the engine, and means for breaking. the connection between said clutch members when the engine starts in either direction, without rotating said female memberor said hand crank. 6. A safety cranking device for engines, comprising a clutch, the male member of said clutch connected to a rotatable part of an engine and adapted for reciprocal movement toward or away from theengine and also the second clutch ember, the said male clutch member normally held in extended position away from the engine, the second clutch member supported near the engine and adapted for reciprocal movement toward or away from the male clutch member, said second clutch member normally held out of engagement with said male clutch member, a

crank for rotating said clutch members and said rotatable part of the engine in onedirection, means associated with the second clutch member for preventing said member from being rotated in the opposite direction when the engine back fires, and means for breaking the operative connection between said clutch members for permitting the engine and the male clutch member to operate without rotating said second clutch member or said crank.

, 7. The combination with an engine and its .fiy-wheel, of an auxiliary shaft connected to the fly-wheel, a portion of said shaft being hollow, a bearing for supporting said shaft,

a plunger within the hollow portion of said shaft, said plunger connected to said shaft for movementtherewith, said plunger adapted for longitudinal as well as spiral movement said plunger partially extended beyond the free end of said shaft, a clutch member .formed onthe extended end of said plunger,

operating both of said clutch members and also the fiy-wheel in said direction for stgrting the engine, means for preventing the rotation of the second clutch member in the opposite direction by the power of the engine when back-firing occurs, and means for breaking the engagement of said clutch members when said hollow shaft is rotated by the power of the engine.

8. Theecombination with an engine and its.

fiy-wheel, of an auxiliary shaft connected to the fly-wheel, a reciprocating plunger having one end formed into a-clutch member in said shaft, resilient means for holding Y disposed concentrically in said shaft, :1

spring for normally holding the clutch portion of said plunger extended from said shaft, a hollow cylinder supported concentric to said auxiliary shaft, the adjacent ends of said shaft and said cylinder spaced apart,

a reciprocating shaft journaled in said cylinder, a clutch member earned by said reciprocating shaft and disposed in the space between said cylinder and said auxiliary shaft, a spring for normally holding said reciprocating shaft and its clutch portion from engagement with said auxiliary shaft and said plunger, said reciprocating shaft capable of movement endwise for interlocking said clutch members, a crank carried by said reciprocating shaft, for rotating said shaft in the direction for starting the engine,v and means for preventing the rotation of said reciprocating shaft in the opposite direction.

9. In a cranking device, the combination with the=fiy-wheel and crank-shaft of an engine, of a hollow shaft capable of being attached to the-fly-wheel, a clutch member carried by said hollow shaft, a spring carried by said shaft for rendering said clutch member yieldable and for nor mally holding said member extended in operative position, a stationary hollow cylinder disposed in line with and spaced from said hollow shaft, a rotatable and reciprocating shaft journaled in said cylinder, a clutch member formed on one end of said shaft adapted for interlocking with the first clutch member for rotating said fiy-wheel for starting the engine, a hand-crank for operating said clutch members, a spring carried by said cylinder adapted for normally holding said second clutch member in released position, a ratchet formed on the shaft in said cylinder, and a pair of pawlscarried by said cylinder for preventing said shaft from being rotated in the reverse direction by the back-firing of the engine.

10. A safety cranking device, comprising a clutch member ca )able of being connected to the crank-shaft 0 an engine, a normally idle clutch member supported near the engine and held under longitudinal pressure, a

hand-crank for operating said clutch members 1n the dlrectlon for startmg the crankshaft of the engine, a ratchet and a plurality of pawls for holding the idle clutch member from rotation in the opposite direction, resilient means connected to the first clutch member adapted for permitting the disengaging of the clutch by the power of the engine immediately after the engine has been started in either direction, and means for disengaging the clutch members.

11. The combination with an engine and a flywheel, of a hollow shaft rigidly connected to the fly-wheel and driven thereby, a male clutch member carried by said hollow shaft, a stationary cylinder arrangedin line with said hollow shaft and concentric to said male clutch member, a female clutch member carried by said cylinder adapted for reciprocal movements for engaging and disengaging with said male member, a spring for normally holding said female clutch member out of engagement with said male member, a hand-crank for operating said clutch members and said fly-wheel in the direction for starting the engine, said crank rigidly connected with the female clutch member, and a ratchet and a palr of pawls for holding the female clutch member and said crank from rotation in the opposite direction by the back-firing of the engine.

In testimony whereof I afiix my signature in presence of two witnesses.

EDMUND B. CALKINS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. Y 

